Progress in Vehicle Aerodynamics and Thermal Management: 11th FKFS Conference, Stuttgart, September 26-27, 2017

263 Pages·2018·104.94 MB·English

by  Jochen Wiedemann (eds.)

Jochen Wiedemann E ditor
Progress in Vehicle
Aerodynamics
and Thermal
Management
11th FKFS Conference, Stuttgart,
September 26–27, 2017
Progress in Vehicle Aerodynamics
and Thermal Management
Jochen Wiedemann
Editor
Progress in Vehicle
Aerodynamics
and Thermal Management
11th FKFS Conference, Stuttgart,
–
September 26 27, 2017
123
Editor
JochenWiedemann
Research Institute of Automotive
Engineering andVehicle Engines
Stuttgart, Baden-Württemberg
Germany
ISBN978-3-319-67821-4 ISBN978-3-319-67822-1 (eBook)
https://doi.org/10.1007/978-3-319-67822-1
LibraryofCongressControlNumber:2017961794
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Welcome Message
The individualfreedomgiven by apersonalroadvehicleislikely tocontinue. It is
still an importantattributeof ourlife. Inresponse totheenvironmental challenges,
theincentivestoimprovetheefficiencyofroadvehiclesarestrongandcontinuously
growing.
Following the recent discussions related to emissions, the electrification of cars
seems to be the principle path of future development processes. Despite several
specific aero-/thermal concerns for electrically driven vehicles, the overall aero-
dynamicissuesforbothelectriccarsandconventionalonesaresimilar.However,it
shouldnotbeforgottenthattheefficiencyofaerodynamicmeasuresisenhancedin
the case of electric power trains because of possible regenerative breaking.
Consequently,continuousreductionofdrivingenergyforroadvehiclesremains
the main task without forgetting passenger comfort, driving stability, and thus
safety, internal/external noise generation, and thermal management.
Themaintopicsofthisyear’sconferenceareonnewvehicles,newon-road,andnew
cooling/thermalmanagementresultswithaspecialfocusonunsteadyaerodynamics.
Usually,theaerodynamicdevelopmentprocessofvehiclesinwindtunnelsrelies
on steady-state conditions disregarding any unsteady aerodynamics present on the
road.Lowturbulenceintensityflowandfixedtestobjectsatzerodegreetothewind
are the main boundary conditions.
On the road, the vehicle almost never experiences these conditions, and thus,
moreandmoreattentionispaidtoreducethegapbetweensteady-statewindtunnel
results and later behavior under real conditions. To diminish this gap, tools and
methods are discussed nowadays to install or improve simulation techniques in
wind tunnels. Achieving early information or predictions on car handling will
reduce the development process considerably.
Joining the FKFS-Conference is an ideal opportunity to meet experts from
industry, universities, or other institutions; to exchange new ideas; and to learn
about the latest developments, methods, and tools.
v
vi WelcomeMessage
Traditionally, as a unique feature, the FKFS-Conference offers live demonstra-
tions showing measurement technologies applied in the FKFS wind tunnels and
laboratories.
August 2017 Jochen Wiedemann
Contents
Thermal Management
A Coupled Simulation Approach to Race Track Brake Cooling
for a GT3 Race Car. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Will Hunt, Adam Price, Sacha Jelic, Vianney Staelens
and Muhammad Saif Ul-Hasnain
ANewProcesstoEvaluatetheRiskofanEnginePowerDropCaused
by Snow Particles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Christoph Huber, Heinrich Reister, Thomas Binner
and Bernhard Weigand
Cooling Air Flow
IntroductionofaNewFull-ScaleOpenCoolingVersionoftheDrivAer
Generic Car Model. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Burkhard Hupertz, Lothar Krüger, Karel Chalupa, Neil Lewington,
Brendan Luneman, Pedro Costa, Timo Kuthada and Christopher Collin
An Experimental Investigation into the Flow Mechanisms Around
an SUV in Open and Closed Cooling Air Conditions. . . . . . . . . . . . . . . 61
John Pitman and Adrian Gaylard
Unsteady Flow
EvaluationofUnsteadyFlowPhenomenaInducedbytheTailgateGap
of a Production Car Using Simulations and Experiments . . . . . . . . . . . 83
Georg Eitel-Amor, Sascha Riedl and Reiner Weidemann
Characterisation of Wake Bi-stability for a Square-Back Geometry
with Rotating Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Giancarlo Pavia and Martin Passmore
vii
viii Contents
Investigation of Time-Resolved Nozzle Interference Effects . . . . . . . . . . 110
Christoph Schoenleber, T. Kuthada, Nils Widdecke, F. Wittmeier
and J. Wiedemann
New Vehicles
Mercedes-AMG GTR: Aerodynamics for the Record. . . . . . . . . . . . . . . 135
Gustavo Estrada
The Aerodynamics Development of the New Land
Rover Discovery 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Sébastien Chaligné, Ross Turner and Adrian Gaylard
The Aerodynamics Development of the New Volkswagen Polo . . . . . . . 160
Carsten Repmann and Mathias Hähnel
On-Road Tests
Aerodynamic Development of a New Coach Generation Based
on Wind Tunnel Testing, CFD-Simulation and On Road Tests . . . . . . . 171
Marius Hellmold, Stephan Kopp, Andreas Liebing
and Stephan Schönherr
An Experimental Study of the Underbody Flow of a VW Golf VII
Under On-Road and Wind-Tunnel Conditions. . . . . . . . . . . . . . . . . . . . 179
Johannes Haff, Sven Lange, Tarik Barth and Henning Wilhelmi
Some Aspects on On-Road Aerodynamics . . . . . . . . . . . . . . . . . . . . . . . 189
Thomas Schütz and Hannes Vollmer
Aerodynamic Development
On the Influence of Underhood Flow on External Aerodynamics
of the DrivAer Model. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Christopher Collin, Jörg Müller, Moni Islam and Thomas Indinger
Potential of Porsche Reference Cars for Aerodynamic Development . . . 216
Francesca Cogotti, Michael Pfadenhauer and Thomas Wiegand
Methodical Investigation of Vehicle Side Glass Soiling Phenomena . . . . 238
Thomas Landwehr, Timo Kuthada and Jochen Wiedemann
Design and First Test of the New Synchronous 200 Hz System
for Unsteady Pressure Field Measurement. . . . . . . . . . . . . . . . . . . . . . . 252
Jakub Filipský, Jan Čížek, Felix Wittmeier, Timo Kuthada
and Simon Meier
Author Index.. .... .... .... ..... .... .... .... .... .... ..... .... 265
Thermal Management
A Coupled Simulation Approach to Race
Track Brake Cooling for a GT3 Race Car
Will Hunt1, Adam Price1, Sacha Jelic2(&), Vianney Staelens3,
and Muhammad Saif Ul-Hasnain2
1 BentleyMotorsLimited, Crewe, UK
2 Exa GmbH,Landshuter Allee8, 80637Munich,Germany
[email protected]
3 Exa UKLimited,London,UK
Abstract. During race track operating conditions, the vehicle is constantly
acceleratingandbrakingfromhightoverylowvelocities.Thisgeneratesalotof
heat that needs to be absorbed by the brakes. Sufficient cooling is required to
prevent the brakes from overheating. When brakes exceed their critical tem-
perature, they can lose grip and start fading. Brakes can lose quite some heat
throughradiationandconductiontotheirsurroundings,butmostoftheheatcan
be released through cooling airflow convection. Improving the cooling airflow
tothebrakediscscansignificantlylowerthebrakedisctemperatureduringthe
racetrackdutycycle.Anefficientdesignforconvectivecoolingwillavoidlarge
drag penalties or significant brake disc weight increase. With simulation, the
brakediscandbrakesystemdesigncanbeoptimizedmoreefficiently,toallow
morecoolingairflow,byvisualizingtheflowanditcanbeusedinearlydesign
stages.The3DCFDsimulationmethodiscoupledtoaradiation/conductiontool
toincluderadiation,conductionandconvectioneffects.Itcanpredictthebrake
systemtemperatureovertimeduringtheracetrackdutycycle.Theresultshave
beencomparedagainstexperimentaldataandseveraldesignvariantshavebeen
tested to improvethe design.
1 Introduction
This chapter presents the simulation results of a GT3 type of vehicle for a race track
brakecoolingscenario.Thebrakedisctemperatureduringaracetracklapisshownand
compared with experimental data. The lattice Boltzmann based 3D CFD solver is
coupled to a radiation/conduction solver, to include 3D convection, conduction and
radiation effects. The wheels and tires are rotated realistically.
Brake cooling simulations have already been published in the past with a similar
coupledCFDtool[1–5].Thismethodhasnowbeenappliedinaverysimilarwayfora
race track type of duty cycle and a GT3 type of vehicle. The difference between a
standard duty cycle and a race track scenario is that the duty cycle repeats the exact
same braking and acceleration cycle many times. It applies the same acceleration and
©SpringerInternationalPublishingAG2018
J.Wiedemann(ed.),ProgressinVehicleAerodynamicsandThermalManagement,
https://doi.org/10.1007/978-3-319-67822-1_1